

m 


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Lake Washington and Puget Sound: 


ITS ADVANTAGES 


TO THE 


STATE OF WASHINGTON: 


AND THE REASONS WHY IT SHOULD BE BUILT BY THE 

FEDERAL GOVERNMENT. 


/ 

V." 

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By JOHN W. PRATT. 


SEATTLE: 

Lowman Sc Hanford Stationkry and Printing Co. 


















TC. 4s 5 

•Ls?'! 






C HE advantages of a fresh water harbor on the Pacific coast have 
been earnestly urged upon the Federal authorities since 1853; 
every government engineer directed to investigate the subject has 
seen the advisability of a canal between the lakes and the sound, and 
has confidently declared it to be a work of not local but of national 
importance. 

So manifestly valuable an adaptation of natural conditions could not 
fail to arrest the attention of such a distinguished strategic engineer as 
Gen. George B. McClellan, who made a personal survey of the country in 
1853. He recommended that the War Department take the improvement 
in hand as one intended to create “ the finest naval resort in the world.” 

The conditions can best be understood by reference to a memorial 
adopted by the Legislative Assembly of the Territory of Washington, and 
presented to Congress in 1883 : 

“The Legislative Assembly of Washington Territory respectfully represent, that 
Lake Washington is a body of fresh water, twenty miles or more in length, and of 
about an average width of three and one-half miles, and of an average depth of eighty 
feet; that its length is parallel to the waters of Puget Sound and about two miles from 
the same, and its westerly banks constitute the east boundary line of the flourishing 
city of Seattle, in this Territory; that immediately upon the north limits of said city, 
and between Lake Washington and the waters of Puget Sound, is situated Lake Union, 
another body of fresh water about three miles in length and about one in width, with 
an average depth of thirty feet; that west of Lake Union, and opening into the waters 
of said Sound, is Salmon Bay, situated about one and one-half miles from the said city 
of Seattle, and immediately west of said Lake Union. 

“That Sammamish Lake is another large body of fresh water situated about six 
miles east of Lake Washington, nine miles long and one mile wide, with an average 
depth of twenty-five feet; that a small stream navigable for steam vessels drawing 
three feet, runs from Sammamish Lake into Lake Washington; that the banks of Sam¬ 
mamish Lake and Lake Washington and the adjoining country abound in timber suit¬ 
able for ship and all other building purposes, consisting of fir, pine, cedar, ash, etc.; 
that there are good agricultural lands near said lakes, some of which are now under 
cultivation; that the country adjacent to these lakes is a mine of wealth in timber alone, 
and needs but the fostering hand of the government to make it available to commerce; 
that settlers would seek homes in this section, if any reasonable method could be had of 
reaching a market with their produce, crops and timber. 

“That Cedar River also, which takes its source in the Cascade mountains, flows 
into Lake Washington for a certain period of the year, and as the lake has a small out¬ 
let, it becomes surcharged and frequently overflows and causes much destruction of 
property; White River, another large river to the south of Lake Washington, also 
frequently overflows and turns the waters of Black River, a tributary to said White 
River, back and forces them to empty into said lake, thereby increasing the ever-recur¬ 
ring danger to property; that said Cedar River runs through a belt of almost matchless 
timber lands. 

“That it is necessary that the powerful and generous aid of the government should 
be brought to bear for the purpose of opening these lands to settlement and cultivation; 


4 


that Lake Washington can be appropriately called an inland sea, and on account of its 
sheltered position, its phenomenal depth and absolute freedom from storms, is unex¬ 
celled as a harbor for shipping. 

'‘That for those purposes it is necessary to construct two ship canals, one of i,8oo 
feet in length, between Lakes Washingd^on and Union, and one 3,800 feet in length be¬ 
tween Lake Union and the waters of Puget Sound; that such canals would drain Lake 
Wa.shington about four feet, and, while adding to its advantages as a harbor, would re¬ 
claim several thousand acres of first-class agricultural land. 

“That a large immigration has already begun to the Puget Sound country, and it is 
believed that the coming year will see the tide rapidly increased. 

“ That incalculable benefits would be derived to the whole Puget Sound countr3’ by 
the construction of said canals. 

“ Wherefore 3’onr memorialists earnestly urge the attention of Congress to the im¬ 
portance of the construction of .said canals, and the improvement of Sammamish River, 
and zealousl3'^ advocate a liberal government appropriation in securing the construc¬ 
tion of said canals and improvement of said river, and that suc'i aid be given and ex¬ 
pended in such manner and under such direction as in the judgment of Congress is 
deemed advisable, and 3’our memorialists will ever pra3% etc.” 

Even long before that time, however, and long before the commercial 
importance of the Puget Sound country became an additionally powerful 
factor in the proposition, the subject had been accorded attention by en¬ 
gineers and by Congress. Twenty-two years ago, a report was made by 
General Barton S. Alexander, and it is especially valuable because his 
conclusions were, after nearly a quarter of a century’s criticism—and long 
after his death—confirmed as soundly wise, and acted upon. 

It is to be found in a communication dated October ii, 1870, addressed 
by General Alexander to Major General A. A. Humphreys, Chief of En¬ 
gineers, U. S. A.; and pertinent points were as follows: 

“ Seattle Harbor, opposite to Port Orchard, and on the eastern side of Admiralty 
Inlet, although more favorably located, is not capable of being made so entire^’ secure 
as a naval depot with its store-houses ought to be, the more particularly if we look to 
the future establishment of a nav3' yard in these waters. It will do very well as an 
outer harbor, and just east of it is a large fresh water lake, called Lake Washington, 
which never freezes in winter. 

“This lake has inexhaustible supplies of coal mines on its borders, which are now 
being worked, and great quantities of excellent timber, as yet almost untouched. 

“ If, therefore, it were connected with Seattle Harbor 133' a natural canal of suffi¬ 
cient depth, the two together would furnish us with an admirable position for a naval 
depot, with almost every requirement which could be desired. 

“ But there being no such natural navigable channel, the question arises: Can we 
make an artificial one within reasonable limits of expense? 

“It is this question which I propose to investigate, with the approval of the Chief 
of Engineers. 

“An inland establLshment at Lake Washington would probably not require any de¬ 
fense, and it is possible that a capacious ship canal, with one, or even two locks, could 
be made at a first cost less than that which would be necessar3' to fortif3- an exposed 
position. If the canal is practicable, the 0UI3' defense necessary would be the occupa¬ 
tion of the shores of Seattle Harbor by barbette batteries, in order to secure the outer 
harbor. 

“This is an important que.stion tor the Government to decide at an earh’ day.” 





5 


Commenting upon the details of work and cost furnished to the Gov¬ 
ernment, General Alexander said: 

“ The question arises, in conclusion, does the Government want such 
a canal and such a harbor of refuge in this locality as Lake Washington 
would afford ? ’ ’ 

He answ'ers his own question most emphatically. 

“If,” says General Alexander, “there were such a chance to make a great nava 
depot, so entirely secure, with so many advantages of climate, of coal, timber and fresh 
water free from ice, at any suitable point along the middle of the Atlantic front, or 
even of the Gulf coast of the United States, I do not imagine there would be much hesi¬ 
tation on the subject. The work would probably be started at once. 

“ But, situated as this harbor is, on one flank of the Pacific front of the United States, 
in a country yet [1871] in its infancy'as regards population and resources, the case is 
different. Nevertheless,,it should at all times be remembered, when this subject comes 
up for consideration, that there are only three places on the Pacific coast of the United 
States where navy yardsor naval establishments of any kind can be established, where 
they can be made, secure. 

“ One of the.se is at San Francisco, one is at San Diego, and one is in the waters of 
Puget .Sound,” 

Eight years ago, on March 20, 1884, a report was made by Capt. Chas. 
F. Powell of the Corps of Engineers, to the Chief of Engineers of the 
United States Army, in which a most practical view was taken. Capt. 
Powell says: 

“That the ship canal will be required appears reasonable and to be expected. 
Elliot Bay has sufficed for Seattle’s necessities, but her growth as a large commercial 
center needs the magnificent harbors which the two lakes near her can furnish. Pres¬ 
ent wharfage is limited by mud flats at the head of the bay and by expo.sure on the 
north end to prevailing winds, giving an available shore length of some two miles, on 
one-half of which only, is protection .secure. The sharp pitch of the bank to depths of 
several fathoms, without extensive dredging, limits dock capacity. A fourteen-foot 
range of tide is inconvenient. But a more serious draw-back than any named, is an un¬ 
usual destructive action of sea worms on native timbers, which is shown by less than 
one year’s life of a fir pile. There are extensive coal mines near the foot of Lake 
Washington, which ship by rail to Elliot Bay, transportation of whose product could 
be more cheaply made to deep vessels from chutes on the lake.” 

General Nelson A. Miles, on March 30, 1892, addressed a letter to the 
United States vSenate, in which he says: 

“ I inclose copy of communication written by me while in command of the Depart¬ 
ment of Columbia, nearly seven years ago, relating to Lake Washington for Govern¬ 
ment purposes. 

“ Should measures be taken by the Goveinment, or the people of the State, or by 
both in joint action, it would undoubtedly be of great value to the commerce of that 
section of country in opening an extensive area of rich mineral and agricultural coun¬ 
try to water communication, and it w’ould in many wa5'S be of benefit to the General 
Government. It would afford a most admirable harbor of refuge and repairs for all 
vessels of commerce and naval construction, in deep fre.sh waters. 




6 


General John Gibbon, on March 27, 1892, sent the following letter to 
United States Senator Frye, Chairman of the Committee on Commerce: 

“vSt. Augustine, Fla., March 27, 1S92. 

“ Sir:—D uring my service on the Pacific coast, I became well acquainted with the 
waters of the Puget Sound and the surrounding country. The project to connect the 
waters of Lake Washington with those of the Sound is one of long standing. Its ac¬ 
complishment would be a matter of vast importance, not only to the commerce of the 
whole coast, but to Government vessels as well. I heartil}' concur in the provisions of 
the bill (S. 1801) now, I understand, before your committee, and earnestly recommend 
the bill to its favorabale con.sideration. I am, sir, 

“ Very respectfully, your obedient servant, 

“JOHN GIBBON, 
'‘‘Brigadier-General (now retired).’’ 

The commercial necessity has been as strenuously presented as the 
mechanical feasibilitj’ and natural advantages; and the case has been very 
thoroughly advocated by memorials and petitions. The predicate has 
been long firmly established in men’s convictions. 

Senator Squire, in a speech in the United States Senate, said: 

“All considerations point to the conclusion that this work will not only be of im¬ 
mense value to the great and rapidly growing city of Seattle, but to the State of Wash¬ 
ington, the entire Pacific coast, and the national interests of the United St^ites. 

“ One of the most important questions before the country at present is the fostering 
of foreign commerce; to provide fresh outlets and open new markets for the pr oducts 
of our fields and forests, mines and manufactories, and no opportunity should be left 
unimproved to facilitate and cheapen their means of transit. 

“With a combination of such inestimable advantages as this great fresh water har¬ 
bor would possess, there should be no hesitancy on the part ot the Government in un¬ 
dertaking the construction of the proposed canal, and I now most earnestly request 
that the sum of $500,000 may be appropriated for it.’’ 

The onl}^ two questions to be considered in relation to it, are: First, 
will the advantage justify the cost; and, second, should that cost be borne 
by the Federal Government? The authorities who answer affirmativel}' 
are numerous, and their professional reputation stands unquestioned. 
It is commended from economic, commercial and strategic standpoints. 

Notwithstanding that the harbor of Seattle is as good as any in Puget 
Sound, its area of good anchorage is limited, while the topography of 
its shores is such that all railroads must now locate their terminal build¬ 
ings, including the construction of miles of trestles, along the salt-water 
front; consequently the available space for that purpose is practically 
all occupied, leaving no suitable room for expansion to meet the require¬ 
ments of future business. In providing for such expansion it seems 
preferable to devote the money to building the canal to fresh w^ater 
rather than in dredging the tide flats. 

The mean high tide in Pnget Sound at Seattle is 13^^ feet, and the ex¬ 
treme tide shows a rise of feet. These great fluctuations are exceed- 




7 


ingly embarrassing to sliipping, and add greatly to the expense of handling 
cargoes. Thus the greater convenience and economy of receiving and 
discharging freight in a fresh water harbor, having no tide, and conse¬ 
quently always at the same level, will be of incalculable advantage. 

To estimate how great the demands for harbor facilities will be, it is 
■only necessar}’ to summarize a few of the vast resources of the surround¬ 
ing country and the great transportation interests that look to the har¬ 
bor of Seattle as their natural outlet, and to consider the fact that by 
the construction of the canal Lakes Union and Washington will add to 
that harbor a magnificent system of natural fresh-water docks (better 
and more commodious than those of Liverpool, on which more than 
$100,000,000 have been expended), and which will not be surpassed by 
any in the world for their convenience and facilities to commerce, per¬ 
fectly safe, surrounded as they are on all sides by high hills, and secure 
from attack by land or water. 

Already three railroads touch the shores of Lake Washington and 
two others are nearly completed to them. These roads are the Northern 
Pacific, the Seattle, Lake Shore & Eastern, the Columbia & Puget 
Sound, the Great Northern, and the Union Pacific. The Canadian Pa¬ 
cific, by trackage arrangements, sends through cars to Seattle. The 
Northern Pacific is also rapidly completing a small piece of road, which, 
in conjunction with the Seattle, Lake Shore & Eastern, will make a com¬ 
plete belt around the lake ; these roads touching every known deposit of 
iron and coal so far opened in the State. The lake is also nearer to the 
best deposits of iron and coal than any other water. One of the oldest 
and largest coal mines in the state is at Newcastle, within two miles of 
its shores. From this mine great quantities of coal are shipped to Cal¬ 
ifornia and other parts of the Pacific Coast. Heavy shipments are made 
from five other coal mines near Lake Washington. A great body of 
Bessemer ore, said to be equal to any in the world, lies less than 50 miles 
away, and the development of iron mines and erection of steel works 
are already progressing upon an important scale. 

How vast the lumber interests are that center here may be estimated 
from the fact that reliable experts have calculated that the amount of 
merchantable timber in the State of Washington is 400,000,000,000 feet, 
of which 16,000,000,000 feet are in King County, in which the lake is sit¬ 
uated, the handling of which must soon necessitate immensely increased 
wharfage facilities. 

The eastern part of the State now produces about 20,000,000 bushels 
of grain per annum, and has a productive capacity of at least 100,000,000 
bushels, a large share of which production readily finds its way to Seattle. 

Thus the three great interests of the State, agricultural, mineral and 




8 


timber, are all largeh' dependent for their future prosperity on an im¬ 
proved outlet to the ocean, at a minimum cost for handling. Even with 
the present condition of commerce it is calculated that the exports from 
this harbor, if it were completed, would amount to 3,000,000 tons per an¬ 
num. 

Another and most important point in favor of creating a fresh-water 
harbor, is the fact that the waters, of Puget Sound, in common with all 
the shores of the Pacific, are infested with the teredo, which is so de¬ 
structive to wood that all the wharves and trestles in salt water become 
so speedily impaired and destroyed by this'worm as to necessitate their 
frequent renewal. This alone forms a severe tax on commerce, from 
which it will be entirely relieved by the formation of a fresh-water har¬ 
bor. Owing to this difficulty with the teredo it is now’ necessary to build 
the coaling bunker with copper-covered piles, which in the case of one 
company alone cost $168,000. Bunkers to handle their product could be 
built on Lake Washington for $50,000 and could be maintained at a cor¬ 
respondingly lower rate than those at present in use at Seattle. This is 
mentioned as one example only of the saving to commerce which can be 
effected in numerous instances. 

The advantages offered to State commerce are immense. As a har¬ 
bor of safety for vessels. Lake Washington cannot be surpassed. Its deep 
waters can accommodate a fleet, and its spacious shore offers wharf ac¬ 
commodation w’hich would forever prevent undue rates being exacted. 
And not only would competition afford the best and cheapest facilities 
for docking and wharfing, the protection of piles and other woodwork 
afforded by fresh water against the destructive teredo vould greatly lessen 
the cost of construction and maintenance. This w’ould make the wharves 
less expensive. Then, the mere presence of the ships in fresh water 
would enable them to free themselves from barnacles and other parasites 
of the ocean, and each vessel would save enough upon the present cost 
of bottom-scraping and of repainting, and of consequent delay in transit to 
make an appreciable reduction in freight rates, and so give Puget Sound 
an advantage over all other harbors of the Coast. The cost of cleaning 
a ship’s bottom on the drydock of San Francisco is from $500 to $1,000. 
Timber ships chartered from Port Blakely and other lumber ports, wheat 
vessels chartered from Tacoma and other w’heat exporting centers, could 
at a cost of $25, and wdiile aw’aiting cargoes, clean themselves in the lake 
before docking at their loading points. The result w’ould be that lumber 
on all parts of the Sound, and wheat from all parts of the State, loading 
on the Sound, w’ould derive, equally wdth Seattle, the benefit of a lower 
rate of freight. This would in no way interfere with, but would enhance,. 



9 


the commerce not only of Seattle, of Tacoma and of all other Sound 
cities, but of the entire State tributary to the Sound. 

From the northern and eastern parts of the vState, produce of all kinds 
shipped by the Great Northern Railroad would participate in these bene¬ 
fits. President Hill, one of the soundest authorities on transportation, 
has repeatedly declared that it is not the cost of hauling, but of handling, 
which makes high freight rates. If lumber and wheat and coal and ores 
of all kinds can be put on cars and shipped direct to ocean vessels in a 
harbor where there is ample room for moving cars, where docking is 
cheaper and where harbor dues are light, every farmer and miner in the 
whole northw'est of the State using that railroad would feel a direct pe¬ 
cuniary benefit. 

The cheaper rate alone would be a gain, but the economical facilities 
offered to shipping would entice vessels, and the result would be greater 
competition and an increased demand for the products of the State. 

It would result in the opening up of new farm lauds, the cultivation 
of vegetables, fruits, and the supply of dairy products which are now im¬ 
ported from California, because water transportation makes it cheaper to 
buy in a sister State seven hundred miles away, than in the adjacent 
country. Over $2,000,000 a year is sent out of this State to California for 
fruits and vegetables. 

Every inch of land would surely increase in value with the augmented 
population; coal, iron, gold, silver and lead mines would be opened; 
clay beds would be worked, stone quarries made profitable, miles of 
lumber would be brought within shipping range and all the varied 
products of the State be made commercially available. 

vSo deeply fixed are these certainties that their enumeration is a mere 
matter of repetition; and nobody questions them who is at all familiar 
with the resources of the State of Washington and with the disabilities 
which retard their development. 

The only question seriously raised is whether the canal should be 
built by the National Government or by local capital. We have, then, 
only to consider why the Government should build it and why local cap¬ 
ital should not. 

The National Government should build it because the canal must be 
free of toll, if it is to benefit the whole State, and not become a local 
source of profit. 

The National Government should build it because much of the ad¬ 
vantage will redound to vessels from every part of the United States and 
of the world. 

The National Government should build it because it is against public 








10 


) 


policy to surrender any portion of the tide waters to other than National 
or State control. 

The National Government should build it because the State of Wash¬ 
ington has paid and will pay into the Federal Treasury, millions upon 
millions of dollars for public lands, and has received but little cash in 
return. In the year ending January i, 1890, the National Treasury re¬ 
ceived from the sale of Washington public lands, ^54,019,858. In King 
County alone, the revenue from that source to the National Government 
has been over $500,000, although there are yet 806,400 acres unsurveyed, 
and of course yet to be sold. Yet King County has never had one dollar 
of appropriation from the National Treasury. 

Because the benefit of the canal will be so great that it will encourage 
and not retard further appropriations for improvements in other parts ot 
the State. 

Because the Federal Government has been lavish in its appropriations 
to other States, and there is no reason why Washington should be placed 
at a disadvantage. The following figures will show how for years Oregon 
has been pampered and Washington treated with niggardliness: 

The figures given are from the river and harbor appropriations made 
by Congress in the respective years: 


OREGON. WASHINGTON. 

1882- $ 633,500 00 $24,000 00 

1884- 471,000 00 14,500 00 

1886- 664,220 00 27,735 00 

1888- 1,088,700 00 20,000 00 

1890- 1,437,100 00 93,000 00 


14,294,520 00 ^179.235 00 

It would occupy too much space to give the details, but t 
spent on the Columbia and Willamette are as follows: 

1882- $ 383,500 00 

1884- 381,000 00 

1886- 535,470 00 

1888- 856,500 00 

1890- 1,041,000 00 


$3,197,470 00 

The appropriations for Washington during those years have 


plied as follows: 

Lighting the Sound- $13,23500 

Upper Columbia- 70,000 00 

Skagit, Nooksack, etc.- 67,000 00 

Cowlitz-— 16,000 00 

Chehalis- 13,000 00 


been ap- 


I 


$179,235 00 

These figures are all official and cannot be controverted. 























II 


Another grand reason why the Nation and not a corporation should 
own the canal, finds expression in an able paper addressed to Congress, 
relating to the Nicaragua Canal, whose purpose is to show: “Corporate 
construction and control against the policy and business interests of the 
United States.” It is peculiarly appropriate, and is as follows: 

“ The development of the Pacific Coast has been a disappointment to its lovers and 
to the world. The reason is plain; it is no better off to-day with regard to freight fa¬ 
cilities for transcontinental transportation of those bulky and cheap productions with 
which it is able to supply the world than when “ the Pioneers of’49 crossed the plains 
in their ox-carts or submitted to a long and tedious voyage around Cape Horn.” 
Railroads, we have seen, do not give, nor are they likely to give us those facilities. So 
completely has foreign trade on the Pacific Coast fallen into the hands of foreign mer¬ 
chantmen that rates to shippers are almost invariably given and quoted in a foreign 
currency. 

‘‘ With the settling up of the Pacific Coast came the demand of its people for cheaper 
freights, so that they might enter the markets of the world with the bulky and nearly 
exhaustless supplies of the finest lumber known, and of the most varied adaptabilities ; 
with the product of theii mines of copper, lead, zinc and iron, in equally limitless 
quantities ; with the wonderfully varied and enormous yields of agriculture, and the 
nearly fabulous catch and extent of their fisheries. The demand for a cheaper and 
closer union between the East and the West and the markets of the world increa.ses ; 
it appeals to the nation for relief from enforced inactivity and from suppressed in¬ 
dustries. 

“Had it [the United States Government], for imstance, with regard to that great 
highway of commerce, the Mississippi river system, allowed a syndicate of capitalists, 
with or without the financial backing of the Government, to improve that great artery, 
now throbbing with the healthful pulsations of a free and unrestricted commerce, and 
bearing on its currents to the sea, thence to be borne to the uttermost parts of the 
world, the surplus products of its various climates, of its populous and manufacturing 
cities and its untold treasures of mineral wealth—what would be the condition of its 
now prosperous people if the policy' of the Government had subjected them to the 
grasping tolls and exactions of some Mississippi River Improvement Company'^ ? The 
Government, first and last, has expended on this river and its tributaries many hun¬ 
dreds of millions of dollars, and the country has voted it wisely spent, for the reason 
that it put it out of the power of any and all incorporations, combines of capital and 
trusts to exorbitantly tax with freight charges the industries and occupations of 
that entire section. 

“ But this has not operated to the detriment of railroads. On the contrary, the 
keeping open of a line of economical water transportation to distant markets for 
those bulky and cheap products that cannot bear extended railroad carriage, has not 
only rapidly developed agriculture (the basis of all solid prosperity'), induced immigra¬ 
tion, given rise to new industries and occupations, but it has given business for rail¬ 
ways far in excess of what might have been possible without it. Had a false and per¬ 
nicious policy of our Government effectually removed the Mississippi and its tribu¬ 
taries as a great commercial factor in transportation, not even the numerous railways 
which now gridiron that great Valley' of States, and give all advantages of a healthful 
competition, could save from stagnation, paraly'sis and decay that princely domain.” 

It has been argued that King County should bear the entire cost. 
Why, in the name of all that is just and equitable, should 70,000 or 80,000 
men, women and children bear the burden which will yield great profits 




12 


to millions of other people ? Why should King County be taxed to» im¬ 
prove the Willamette, the Columbia, the Cowlitz, the Chehalis, the Skagit^, 
the Nooksack, theSwinomish Slough, the Snohomish—nearly all merely 
local improvements—yet have to put up every dollar for an enterprise 
which will make of Washington an empire State ? 

Another reason why King County should not be compelled to bear 
alone a work whose results will extend their ramifications far beyond its 
boundaries, is that King already bears so heavy a proportion of the State 
taxation. In 1890, King County paid into the State treasury taxes on 
$40,415,935, or over one-fifth of the entire revenue of the State. In 1892, 
out of a valuation for the State of $282,113,880, King County will pay 
taxes to the State on $61,736,265, or again over one-fifth of the entire 
amount. 

Another very cogent reason is that it is exceedingly desirable so vastly 
important a commercial enterprise, involving, as it does, far-reaching 
interests, not only throughout the entire state, but beyond it—should be re¬ 
moved as much as possible from the domination of local politics. King 
County fully recognizes that, to be of unquestioned and full value, it 
must be a broad and not a local project. 

The immense benefit the canal will confer on commerce is out of all 
proportion to the amount of money to be expended. This has been evi¬ 
dent not only to the people of the Stale of Washington, but to every 
public man who has visited that section of the country and to every en¬ 
gineer who has surveyed the locality. 

It is difficult to understand why—in the face of all these manifest ad¬ 
vantages—any man in the State of Washington should seek to discredit 
or retard a great work which will bring positive and far-reaching pros¬ 
perity to the State. King County has always been most generous in its 
co-operation with every part of the State in securing for it material de¬ 
velopment, realizing that the advantages are reciprocal; and she relies 
upon the same generous spirit, upon the same good judgment of her 
sister counties, to unite with her in accomplishing this grand undertak¬ 
ing. 


APPENDIX. 


The building of the canal by the general Government has been recom¬ 
mended by Gen. Geo. B. McClellan in 1853; by the Legislative Assembly 
of Washington Territory; by the State Legislature of Washington; by 
Major George H. Elliott, Gen. B. S. Alexander and Capt. Chas. W. Ray¬ 
mond (December 9, 1867); by Gen. Alexander (October ii, 1870); by 








13 


Capt. Chas. F, Powell (March 20, 1884); b}' Gen. Nelson A. Miles and 
indorsed by Maj.-Gen. John Pope (July 16, 1885); by Gen. Gib])Ou 
(March 29, 1892). 

An elaborate report in its favor was made December 15, 1871, b}" a spe¬ 
cial board of examiners, consisting of B. S. Alexander, Lieut.-Col. Engi¬ 
neers, Bvd. Brigadier-Gen. U. S. A., President of the Board of Engineers 
for the Pacific Coast; and by Thomas H. Handbury, First Lieutenant of 
Engineers. 

A still more detailed and favorable report was made, December 15, 
1891, by a board appointed by President Harrison, consisting of Col. 
G. H. Mendell, Maj. T. H. Handbury and Capt. T. W. Symons. It was 
upon this report that Congress was asked in 1892 to make an appropria¬ 
tion, which was passed by the .Senate and refused by the House of Rep¬ 
resentatives. 

REPORT OF CAPTAIN GKO. .STONEMAN (AFTERWARDS GENERAD STONE- 
MAN, AND GOVERNOR OF CAEIFORNIA) OF THE: SECOND CAVAERV, 
U. S. A.. DATED JUI.V 5, 1855. 

“ Puget Sound is the general name applied to the great body of American waters 
lying southeast of Vancouver’s Island. It is comprised between the fortj’-seventh and 
forty-ninth parallels of latitude. Its outlets to the ocean are by the Straits of Juan de 
• Fuca on the west, and through the Gulf of Georgia, by Johnston’s Straits and the 
north end of Vancouver’s Island on the northwest. Its shores are over 1,500 miles in 
extent and receive the waters of the basin lying between the chain of the Ca.scade on 
the east and the Olympic range on the west. For the number, variety and capacity 
of its harbors it is unequalled. No other known arm of the sea pos.ses6es such great 
depth of w’ater, such freedom from rocks, shoals and other obstructions, and such gen¬ 
eral facility of navigation. Ships of any draught ma}^ lie within a tew feet of its 
shores. The great rise and fall of the tides, from 12 to 22 feet, and the smoothness of 
the waters afford advantages for the repairs of vessels upon the beaches. The country' 
for which it forms the communication to the sea is rich in inexhaustible forests of tim¬ 
ber, large beds of coal and other mineral productions, fine lands, temperate climate 
and abundance of water. Its i.slands are remarkable for their number, beauty and re¬ 
sources. Its .shores present for their whole extent a succession of deep land-locked 
harbors, perfectly accessible, divided from each other by peninsulas, promontories 
and islands.” 

[The excessive range of tides noted by Governor Stonenian makes it 
exceedingly exp<^nsive to maintain a docking system, hence the need of 
a land-locked harbor.] 

REPORT OF THOS. H. HANDBURY, FIRST EIEUT. OF ENGINEERS, TO 
EIEUT. COE. B. S. AEEXANDER, PRESIDENT BOARD OF ENGINEERS 
FOR THE P.ACIFIC CO.AST. 

” S.AN Francisco, Cat.., October 13, 1871. 

‘‘Colonel; —After completing the field work of current observations which you 
bad directed me to make in and about the mouth of the Columbia River, I proceeded 







14 


with my party, in obedience to your orders, to Puget Sound, for the purpose of taking 
current observations in certain designated localities there; and also, under your per¬ 
sonal supervision, to make a reconnaissance in the vicinity of kake Washington, Wash¬ 
ington Territory, with a view to ascertaining the practicability of connecting the waters 
of that lake with those ofDwamishor Elliot’s Bay, by means of a ship canal of such 
dimensions as to admit to the lake our largest vessels of war, in case the Government 
should decide to locate a naval depot upon its shores. 

“ Upon this reconnaissance I now have the honor to submit the following report: 

“As this locality is beginning to attract considerable attention on account of its 
connection with the railroad and maritime interests of commerce, as well as its impor¬ 
tance to the Government for naval purposes, a description of it, somewhat in detail, may 
not be uninteresting. 

“ Lake Washington is a body of fresh water, situated about one and one-half miles 
due east from Dwamish Bay, Washington Territory. It is about eighteen miles in 
length, with an average width of about two miles, and has an area of about thirty-six 
.square miles. At its widest place its width is about five miles. 

“ Here there is a large island, about midway of the lake, one mile wide and about 
lour miles in length. The depth of the water, ascertained at various places about 
equidistant from the shores, varies from ten to thirty-seven fathoms, and in general it 
is deep up to within a short distance from its shores. 

“ When it was ascertained that the depth was so great, reaching far below the 
waters of the sound, it became interesting to know the character of the water at the 
bottom. To determine this, we procured specimens, which, after examination, proved 
to be precisely similar to those from the top, both being perfectly fresh. The temper¬ 
ature at the bottom was 55° F.; at the surface, 70° F.; the air, 57° F. 

“ This lake receives a drainage of about 300 square miles of the surrounding coun¬ 
try. Its principal tributary, the Sammamish River, enters it at the northern end. 
This river drains a lake of the same name, situated about three miles due east and 
lying north and south, nearly parallel to Lake Washington, The other tributaries are 
small inconsiderable streams, draining the hills in the immediate vicinity. 

“The counti*ysurrounding Lake Washington is generally undulating and hilly, 
although not rough nor rugged. It abounds with numerous springs of clear, pure 
water. 

“ Along the borders of the Sammamish Lake and down the Sammamish River 
there are considerable quantities of marsh and overflowed lands that only need re¬ 
clamation to become valuable for agricultural purposes. 

“ This tract of country, like all that bordering on the waters of Puget Sound, is 
thickly covered with valuable timber, of which fir, spruce and cedar are the principal 
varieties. On the borders of the lake alone there is enough of the best quality of these 
species of timber to supply all the wants of a naval depot for years to come. 

“ The coal is of an excellent quality, and ranks among the first of those obtained 
upon this Coast for steaming purposes. Although the facilities for getting this coal to 
market are as yet very primitive and expensive, still the enterprise seems to pay those 
interested. The amount now taken out per month is about 1,500 tons. With improved 
facilities the company expects to be able to deliver double this amount in the course 
of a few weeks.’’ 




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The city or SEATTLE 



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